Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy

I was the X Flight Attendant on flight from ZZZ to ZZZ1. With only 2 passengers the operations Agent came down to ask if we were ready to board. I said no we don't need to board 30 minutes early with only 2 people. Agent was pressured by management to still board at the normal time of 30 minutes prior to departure time. Again I explained that we do not need to board this early. I even told the Agent that I had not confirmed that the safety checks were done yet and started walking to the back of the aircraft. Agent asked 'How long is that going to take?' To which I replied 'I don't know maybe 10 minutes.' Even though I had not indeed confirmed the safety checks had been performed; I honestly was trying to hold Agent up from boarding with this as a stall tactic. As I walked towards the back Agent yelled out 'Are you guys ready?' to the flight attendants in the back to bypass me. I can only assume Agent was actually feeling pressured to board this early when anybody clearly knows that boarding 2 people will take at most 5 minutes. I believe with the current pandemic going on we could better limit ourselves to exposure by relaxing our boarding times. It is in our best interest to board people as late as possible right now. As the X Flight Attendant I am required to stand in the front of the aircraft for boarding and this forces me to be in close proximity to somebody that sits in the front. And upon boarding; the one passenger did take the first available seat to him which was row X. Had this person been disabled and required the first row seats I am required to let that individual sit there and expose me to them as well as expose them to me. Even more so than I was with the gentleman on my flight. The longer people are on these planes the more chance there is for them to contaminate the planes or us and vice versa.There needs to be less on time performance pressure from the company. We should be allowed to choose a boarding position that we feel is safe and appropriate. Flight Attendant reported concerns with being pressured to board early with only a few passengers. Flight Attendant stated it would be best to avoid boarding unnecessarily early to minimize the time of possibly being exposed to COVID-19.
Aircraft: B737
Phase of flight: Parked
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown

Completed brief with ground crew for coordination; checked hand microphone Captain side during preflight with ground crew; due to INOP APU and push to talk switch on Captain yoke. Completed all checklist; cleared to start number 1; FO (First Officer) began to start number 2 in error; ground crew and myself recognized error and immediately aborted start of number 2. Completed checklist again and correctly started number 1. Generator on number 1 was unable to carry electric load for required configuration and would be unsafe to power up engine at gate; so start was aborted and ground; operations; and maintenance were advised. Parking checklist completed aircraft grounded by maintenance with write-up of number one generator and passengers were deplaned and put on another aircraft along with crew. B737 Captain reported the generator was unable to carry aircraft electrical load.
Aircraft: PA-31 NAVAJO/CHIEFTAN/MOJAVE/T1040
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe

While enroute; we were level at 7000 feet. I noticed that we seemed to be losing power slightly on the left engine. I scanned the instruments and noted an oil pressure of 30 psi and an oil temperature of 250 degrees red line on the left engine. I observed the oil pressure decrease to 20 psi over the next 30 seconds or so. At that time I elected to shut down the left engine. We notified ATC of our engine shutdown. We continued to ZZZ and landed there safely. We had maintenance meet our aircraft upon exiting the active runway so that we could be tugged to the ramp. Oil was observed from the cowl flap and streaming aft. PA-31 Captain reported shutting down the left engine in cruise at 7;000 feet due to low oil pressure and high oil temperature.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown

Observed a guest prior to departure and one enroute with vented masks. Guests where offered masks from onboard stock. X weeks post policy change how can we still be policing the policy change? Safety for the crew should be looked after. Flight Attendant reported a passenger boarding was wearing a vented face mask which is not in compliance with policy.
Aircraft: SR20
Phase of flight: Landing
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy

During student pilot training flight engine throttle was brought to idle for engine out training procedures. Engine indication showed an unusually high RPM for the idle position. Instructor took control of aircraft to troubled shoot and run checklists. Instructor contacted ZZZ Approach to [Inform] an issue may be occurring and requested monitoring during return to ZZZ. ATC asked if [requesting priority handling]. At the time Instructor said to standby to take time to trouble shoot and evaluate. Instructor still provided ATC with all needed information. When Instructor unable to clear the abnormal reading and aircraft RPM did not appear to slow [requested priority]. On final approach to land shut down engine as the RPM would still not go to idle. Engine was then secured and aircraft safely landed on runway. No injury or aircraft damage occurred. Aircraft grounded and moved to maintenance for engine inspection. Instructor requested re-training event with Safety Officer and Chief Pilot to evaluate situation and makes sure Instructor is safe and knowledge before return to flight line. Flight Instructor reported no engine response to throttle movement and returned to land immediately at departure airport.
Aircraft: A330
Phase of flight: Takeoff / Launch
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance

Number two engine. At 80 kt.; thrust normal. Above 100 kt.; #2 engine slightly low. Selected TOGA. In initial climb; autopilot was not selected on. ATC gave us a turn and autopilot was selected on. Climb thrust matched. Above 10;000 ft.; selected MCT (Maximum Continuous Thrust); thrust did not match. Decision to find suitability. Used Maintenance; [requested priority handling]; etc.; and returned to ZZZ. Number two engine started to produce ECAMs. Followed ECAM; followed by QRH. Dumped fuel and followed overweight landing procedures. Ran descent and in-range checklists. Reviewed single-engine missed approach procedures. Kept engine 2 at idle per QRH. Briefed flight attendants on precautionary landing. Landed without incident. Upon takeoff roll; the takeoff thrust was set below 80 kt.; above 100 kt.; we noticed the number 2 engine thrust had rolled back slightly; 5%; under the desired flex setting. Captain elected to advance the thrust to TOGA and continue the takeoff. The engine thrust was still slightly low; all other indications were normal; [and] we continued the takeoff. The engine thrust was a serious concern being we weighed 501K lb. That distracted our navigation and we ended up initially missing the first turn on the ZZZ SID. ATC gave us a heading and later advised of a possible pilot deviation." We had not [requested priority handling] at this point.The initial 10 seconds after rotation; much attention was being given to flying the aircraft and analyzing the severity of our engine malfunction. This led to slower-than-normal turn rate on initial SID departure. Eventually; [the] engine failed at any thrust setting other than idle and [priority handing was requested]." A330 flight crew reported a loss of thrust on the number two engine and elected to return to the departure airport and make an overweight landing.
Aircraft: CRJ200
Phase of flight: Climb; Takeoff / Launch
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Wake Vortex Encounter

Took off from Atlanta behind a 737 and shortly after airborne; just after gear up; encountered what I thought was mild wake turbulence it but triggered a stall shaker. I pushed thrust levers up and called for max thrust/spoilers in; lowered the nose and the shaker immediately stopped and conditions were stable so reduced thrust and continued. I noticed the right engine (3A1 type - intermix aircraft) ITT turned red briefly and returned to normal with reduction. The engine ITT was discussed with dispatch and maintenance; determined to be within limits and documented in the [maintenance log] for info. We had a frequency change to departure and did not mention the wake to ATC - I think we were just focused on ensuring navigation and EICAS indications were ok. We should have reported it; although we get similar wake experiences without the shaker quite often. Flight was continued with no further issues.Wake is nearly always a threat in ATL and other busy airports. Having mismatched engines is another; but we can't really be too mindful of it in a stall situation or windshear etc. I have pushed up thrust on the 3B1 engines a number of times for windshear etc. without seeing red. Also; be assured no one got whiplash from the thrust increase. Being one of the smaller but lower performing jets at the busy airports; I think it might be wise to use normal thrust behind 737s and 757 types (with the recat now). The other MD80 and smaller Airbus types don't seem to cause the wake issues nearly as much. Also; we always need to be ready on the controls even if autopilot is engaged. Wake turbulence shortly after takeoff; with stick shaker activation. We were close to the ground still when this happened so an aggressive recovery was required (high engine power setting used to recover). A CRJ-200 flight crew reported encountering wake turbulence shortly after takeoff at ATL in trail of a B737 that triggered a momentary stall warning.
Aircraft: CITATION II S2/BRAVO (C550)
Phase of flight: Descent
Anomaly: Aircraft Equipment Problem Critical

Our aircraft experienced a rapid decompression while descending from FL300 to 12;000. The decompression occurred around FL280. We recognized the situation and initiated an emergency descent to 10;000. Upon reaching a safe altitude of 12;000 FT we advised ATC of the decompression; and declared an emergency. At this time ATC cleared us to descend to 2;800 and proceed to an IAF at our destination. The crew did so and landed safely.The rapid decompression was thought to have been caused by a build up of moisture in the door seal which turned to ice crystals at altitude. This blocked the airflow into the door seal causing a leak that allowed the cabin to rapidly depressurize. This was corrected by draining the door seal and lines to it more frequently during maintenance checks. A CE550 flight crew experienced a rapid decompression as they began descent to their destination. They declared an emergency and were expedited to a safe landing by ATC.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct

Passenger X was sitting in XXC. His relative; Passenger Y; was sitting across the aisle at XXD. They decided to upgrade themselves to better seats. We told them that they were welcomed to upgrade; but they would have to pay the extra fee. After much ado; they decided to move further back in the cabin. Then Passenger X decides that he doesn't need to wear his mask. We asked countless times for him to wear his mask. Many announcements were made. Every time; after we walked away; he took his mask off. Once I awakened him; asking him to put his mask back on. He said that he was eating. I said; 'Sir; you were sleeping.' He was putting all other passengers on board at risk. Flight Attendant reported a passenger did not comply with face mask policy during flight.
Aircraft: B737
Phase of flight: Descent
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

We were on the Arrival into ATL. [On with Approach Control]; were given descent to 10;000 feet abeam EAGYL; and speed 210; between EAGYL and SHURT a descent to 7;000 feet; abeam SHURT we were given a descent to 3;000 feet; then told 'expedite to 3;000 feet; expect short final.' We started expediting down and asked Approach our sequence; they said 'you're number two and following a Air Carrier Y.' The Air Carrier Y was base to final and about eight to ten miles away from our position; we were on downwind. We continued down and configuring the aircraft; the Captain was flying and slowed down; I never challenged the speed and we both misunderstood the 'expedite down' instruction and expect short final with a speed relief.Shortly after; we were given a vector to heading 360. Then Approach called 'say speed;' we did say speed and explained; since it was a short final and the 757 had passed opposite direction our 9 o'clock; we understood we had to slow down. Approach said 'speed 180;' we increased speed to 180; Approach then said 'turn left heading 300; maintain 180 to JUBBA; clear Visual Approach Runway XX.' Then the Controller called 'say speed again' I replied; speed 180. He then said 'Clear visual; call Tower at JUBBA;' keep in mind between the slowed down speed of about 160 to increasing to 180 we approached the 757 to a distance of about three miles once given the turn to final.Once on the ground; Tower gave us taxi via [route]; and gave us a number to call for possible deviation. The Captain called; spoke to a Controller; explained what we understood; and then the Controller explained some things to the Captain. After the call the Captain explained to me what they spoke about; and told me that the Controller said 'No Deviation' just information for the future. B737-700 First Officer reported deviating from assigned airspeed on approach.
Aircraft: CESSNA 152
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue

Hobbs time from start to landing [was] 3.5 hours. Fuel top off at start. I depended on gauges for fuel enroute. Mechanic instructions before flight; 'It's a new engine; keep RPM high and don't lean'.At approximately 3.0 hours Hobbs; noticed engine RPM decreasing. Fuel gauge read 8 gallons. Altitude 5;500 MSL. Descended over time to 3;000 MSL where engine seem to make enough power to maintain altitude. I was returning directly to my home airport.Called tower advised of situation. Another instructor on [frequency] told me to 'keep full power and enrich mixture'. Go straight to [home airport]. With fuel gauge showing 6 gallons; the instructor told me I had enough fuel to return to [home airport]. I did what I was told. I was losing altitude quickly. I was at 1;500 feet MSL (800 AGL) when the RPM would not support level altitude. I selected an open field for my emergency landing. The pilot of a C152 with a new engine was advised to run the engine at high RPM and not lean. As he approached the airport of intended landing; the engine would no longer maintain altitude; resulting in an off field landing.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Taxi
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct

I briefed exit row. Only 1 passenger in there. I did the pre-departure and when I was walking back a woman snuck in exit row when my back was turned. I saw after out of sterile; when I went to wash my hands for service. I asked her when she moved; she said after I had walked through and I said she had to move back to original seat. She did.She wanted to move but never asked me or informed me she took it upon herself. People are wanting to spread out because of COVID.I don't really have a suggestion if they do it upon [themselves] and after my sweep with my back turned. I don't know how to control it. I saw after takeoff when I went to wash my hands for service. Flight Attendant reported a passenger moved into the exit row after the briefing. Passenger was asked to move back to original seat.
Aircraft: EMB ERJ 135 ER/LR
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance

I was the Captain of Aircraft X; a scheduled public charter operated under FAR Part 135; and an Embraer EMB-135. We had flown 3 flight legs this day and we were departing on our 4th leg of the day without any re-set or shutdown of the aircraft avionics.During our climbout on the SID while passing through approx. 4;000 feet; TRACON asked us; '[Aircraft X]; where are you going?' We advised them that we are on the SID and they advised us that we were approximately a mile west of our intended course. We cross checked both navigation displays and noticed a very significant position error between the left and right navigation systems. The left and right navigation displays were approximately 6 miles different from each other.We advised ATC we were dealing with a navigation issue and we obtained radar vectors while we determined what was going on. As we climbed above 15;000 feet we noticed that the two navigation systems were slowly syncing back together. We were able to continue on course and climb to cruise altitude without any other issue. During the remainder of the flight we did not notice any other system anomalies.Upon arrival; we wrote up the navigation system in the aircraft logbook and advised our maintenance technicians about the issue. The technician that met the flight advised us that he has seen this same issue being reported by aircraft that have departed ZZZ and that the anomaly is also usually resolved when the aircraft climb up above 10;000 feet.I have been flying this type of aircraft out of ZZZ for about one year and have never heard or seen this issue before. [Report narrative contained no additional information.] EMB-135 Captain reported a momentary navigation system malfunction that resulted in a course deviation.
Aircraft: PA28
Phase of flight: Final Approach
Anomaly: Conflict NMAC; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

The event occurred during traffic pattern operations at ZZZ. There were 3 planes in the pattern. 2 PA-28 planes (1 solo student) and a piper Malibu. The 2 Archers were in left traffic for [Runway] [Runway] XX and the Malibu was in right traffic for [Runway] [Runway] YY. I was number one with the solo student behind me as number 2. Tower instructed the Malibu; who at the time was at around 600 feet MSL on what looked like a right base to [Runway] YY; to enter right downwind for [Runway] XX as number 3 because he was faster than anticipated. The Malibu read back right downwind for [Runway] XX and asked if he should keep it in tight. Tower advised him that he was number 3 for the field. At this point; I was left base turning to final (student was flying at the time) and I looked off to my right and I saw the Malibu coming straight at me at the same altitude. I took the controls; full power; left steep turn to avoid hitting the other plane. The other plane turned final and landed without a landing clearance. I advised Tower of the turn I made and that the plane just cut us off. Tower advised the Malibu to copy a phone number after landing and; thankfully; an accident was avoided. Tower then advised me that he did not know why the plane did that.In hindsight; I believe there was a misunderstanding from the Malibu because he thought that because he was faster; Tower wanted him in first. When he asked Tower if he should keep it in tight; Tower said you're number 3 for the field instead of saying 'negative extend downwind' or something more of a command to ensure the pilot knew what was happening. The weather was not a factor. The pilot should have exercised better judgement and should have tried to get a better picture of who was in the pattern when Tower told him he was number 3.As a CFI; I am going to use this story for all my students about maintaining situational awareness and to always be vigilant and don't expect other pilots to be perfect. If that solo student was number one instead of me; this could have resulted in a tragedy. Small aircraft instructor pilot reported an NMAC in the pattern.
Aircraft: SMALL AIRCRAFT
Phase of flight: Cruise
Anomaly: Conflict NMAC; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance

Aircraft X was flying at 7;000 feet on an IFR flight plan while in contact with ZZZ Approach; had a near miss with Aircraft Y. The aircraft was less than 500 feet away when a deviation from ATC instructions was initiated and a dive down by Aircraft X to 6;000 feet was performed in VMC to avoid a conflict. After the dive and Aircraft Y was no longer a factor ATC advised Aircraft X of a traffic alert after it had occurred. Approach was on [frequency]; the Controller was possibly distracted and did not give traffic prior to it becoming a close call. GA pilot reported an near miss while on an IFR flight; and that ATC issued a traffic alert after the fact.
Aircraft: C172
Phase of flight: Climb
Anomaly: Conflict NMAC

While flying due east at 3000 feet; approximately 17 miles east of the Addison airport; I encountered a gold colored Unmanned Aerial Vehicle of some variety. At first; I believed it was a Mylar balloon; but it was quickly obvious that it was actually a drone of some sort. It was exactly at my altitude; and passed at most 50 feet from my right wing. By [the] time; I saw it; I turned to the left; but it was nearly already past at that point. There was no ADS-B track. I was monitoring 122.8; which is used in the Lake Lavon/Lake Ray Hubbard practice areas; as well as most of the nearby airports. I advised of the near-miss to other pilots on frequency; but took no further action. C172 pilot reported NMAC with a UAV.
Aircraft: BARON 58/58TC
Phase of flight: Cruise
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Conflict NMAC; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

NMAC occurred in autopilot cruise at 9;000 ft. in VMC. I looked up to see traffic at approximately 11 o'clock approaching me head-on. I estimate the traffic was between 400 to 500 ft. below my altitude and 200 to 300 ft. to my left. In the time it took to recognize the situation; the traffic had already passed behind me; and I did not see it again. I immediately advised ZFW; including color and type of aircraft. At first; the Center controller did not see anyone else on radar; but after a moment said he could see a primary target with no transponder information right behind me. He did not inquire further; and my flight continued normally. GA pilot flying reported an NMAC without a traffic alert from ATC.